Railroad system.



more nearly together' without danger', and. i I It is- UMTED STATES para f no. 815,086.

Specication of Letters Patent.

Nr onirica.

Patented March 13,1906.;

\ v#application filer] September l2, 1905. Serial No 278.183.

.To @It whom, it ntwycoucerrt.-

Be 'it known that I, HANNIBAL CJFORD, a citizenof the UnitedStates, residing at Jamaica, in the county of Queens andtate of 54 New York, have invented certain new and useful'lmprovements in Railroad Systems, of

which lthe following is al full, clear, and exactA description.

My invention relatesto railway systems. The usual methodv of 'operating modern ,railroads is.

predetermnedperiods or blocks each having suitable signalent its entrance by which 'only 15 one trainat a'tirne is admitted. An extension-ofthe block -systeinhas been made in the vYii-hIJ" method by which certain cautionalsv are employed vto warn an engineer o, thereafter proceeds more slowly and .with caution, so that trains may approach :thereby be run with great frequency.

obvious, however, that these methods do not wholly eliminate the danger of collisions where trains are run at close intervals and at 'l high s eed'uponfa single track, and in practice co lisions actually occur quitefrequently.

' In order to wholly avoid collisions and to run trains at any approach to the frequency that conditions in crowded cities actually require., it is necessary to do two things-dirst, to-eliminate the human element altogether, and, VAsecondly, toprovide'an automatic system by which it a zone ally cause a succcedingtrain to reduce its speed to a degree proportional to the intervening distance. By accomplish these ends.

the engineer -until thetirnev'flin an approach: previous tram to the 'dangenzone' of the causesan automatic reduction of speed. With theseand other objects 1n view my 5o invention consists in the method and in the construction, combination, location, and arfrangement ol parts, all as willbe morefully hereinafter set. forth, as shown in the accompanying drawings, and lfinally particularly 55 point-ed out 'in the appended 'claims-.

b the S 0-cfalled block-signal system,in w ich the track is divided into each t1ain""causes to follow behind of influence which will automatic-4 the present' invention I Other objects oi the invention are to de-` 'consistent with the transit demands. Up to Referring to the drawings, Figure; 1 isA a diagrammatic vieu` showing a rail .ray system embodying the principles of my invention. Fig. 2 is a similar view showing z'nslightly.` J modiiedorm of system.vv Figs. 3 and ztare 6o detail views illustrating a portieri of the ap-Q` paratus. Fig. 5 is a view showing a form of operating lparts which might be employed in connect-ion with my railroad system. Fig.. 6 is a detail view of the same. F'g. 7 is a dia- 6 5 grammatic view showing circuits.'

In order to clearly understand the nature andscope of the present invention, it is necessary to consider the problems which ariseA in the operation of rapid-transit trains at fre- 7'o' quent intervals. When a train is moving 'on a track ata certain speed, there is adefinite .and ascertainable distance-corres ondingto the particular speed through whic i the train will run in coming to a sto Since ythe ki- 7 5 netic energy'of afmoving bo Tis proportional to the square of its speed, a train run at twenty miles an hour takes just four times the distance incoming to a stopthat is re quired by a train runnin at vten miles an hour. Atrain` running at orty miles'an hour slides sixteen times as far in coming to a stop i as the ten-mile-an-hour train, supposingtheA` Y' 5 emergency-brake to be'appli'ed in both cases. Therefore it will be seen that when trains run .85*r

at high speedsthey must be at a considerablev distance apart, but that if the s'eed is re" duced the necessary interval o vspace is greatly 'cut down. inasmuch as speeds of' twenty and thirty miles an hour are used and arein fact quite common, the vblock interval which is now made the standard of separation of the moving trains must be accorded '4 'to thehighest Speed used,v which means a long space interval between trains wholly inthe present time, so fares I ain aware, it :has never been proposed to have .avaliable and movable block interval or zone which travels i along behind a,

ing trains to adistance which is great if-their speed is high, but verylow when-their speed' is sufficiently reduced'. Withuch a system" trains can be run as closely together: as they llowed to go as fc5 can be placed on a trackfand al fast as their propelling 'means will carry them-@in otherwdrds,

train and which limits followyroc an ideally perfect ari rangement in railroad systems; v vReferring tothe drawings. A denotcsa railway comprising rails A" and and in iro Figs. 1 and 2 I have in order to make the illustration possible in a limited space shown the scale very much out of proportion, the portion of the railway illustrated being one thousand to fourteen hundred feet long, to mention a practicable figure. This section of railway is divided into what I shall term units B B2 B3 B4, &c. These units do not correspond to the modern block-section or t any present system, being4 comparatively l short subdivisions, which in a (practical case s eed thereo'. tit

features of a complete railro I make from one hundred an fifty to two hundred feet long, although they may be made as short as is desired. The length of these subdivisionsor units is relatively unimportant, as will lat'erappear, and the manner in which they are secured; but their provision in some form is an essential feature of my invention. In Figs. 1 and 2 I have illustrated a practical method of forming these subdivisions, which consists in insulating the rail A into subdivisions by insulating-joints c. Within each of the subdivisions or units B B2, &c.`, I provide means for acting upon a train at that oint to positively control the The particular means for s purpose which I have illustrated in the drawin s is merely an exemplary form of device. n my com anion application, Serial No. 27 8,184, file herewith, I have illustrated another form of means within the subdivisions or units for positively controlling the speed of the train, including a train stop and certain devices by which it is released, and I have also described in said case an electrical apparatus for controlling the speed o1 the train positively by means within the successive track units. In the present case I will set forth a form of apparatus, which apparatus approaches, as nearly .as desired to the ideally-perfect system of train control as above outlined, which in its broad aspects forms thetsubject of the present invention. It will of course be understood that the constructions illustrated are largely diagrammatic in this application on account of-the impossibility of presenting all the mechanical `ad system within the scope of a single patent.

D denotes a rail which is divided into subdivisions d d2 d3, &c., corresponding to each of the track units B-B2 B3, &c. Each individual section is guided to move in a special way, which is particularly illustrated in Fig. All of the sections are joined together at their ends, so as'cto constitute a practically continuous rail.

Referring `"to Fig. 3, I-have shown a sample rail-subdivision, as d, and at suitable points upon this rail are located studs 1 and 2, which project'downwardly into guiding slots 3 4 in cam-plates 5 and 6, secured' to the ties in any convenient way. The cam-slot 3 is a straight inclined slot throughout its length, While the cam-slot 4`is inclined through the u )per portion of its length, but has a terminal portion 4, which is straight and parallel with the length of the track. In the drawings I have illustrated but two camplates 5 and 6; but inasmuch as the actual rail would he o ne hundred or two hundred feet long several would be employed in practice at positions indicated by dotted lines at 7, 8, and 9 of the drawings. In practice the incline of each cam-slot would be extremely small, since the rail has a longitudinal movement of many feet to carry it through a few inches .of lateral throw. At each end of the controlling-rail is joined a sliort section e, which is illustrated in detail in Fig. 4, which is designed to permit a relative longitudinal movement between adjacent rail-subdivisions. For this purpose I have illustrated a form of telescoping or spliced connection f; but it is evident that the provision of this feature is within the skill of any mechanic, and a detailed deseriition of any particular form is not require The joining sections c of the controlling-rail have a very slight angular movement with respect to the rail-subdi-l t L.' The amount of lateral throw of'each controlling-rail subdivision is proportional to its longitudinal movement.

Cooperating with each controlling-rail su bdivision I provide means for moving it longitudinally, and thereby securing a lateral throw. l

Z l2 Z3, Sac., indicate leads or connections from each insulated rail unit which run to magnets m m2 m3, &c., the circuit being comple'ted through wires a a, &c., to a groundreturn o. Each of the rail units being charged from a line-wire p it is evident that the passage of a train at any point short-circuits 'each of the magnets lIn. m2 and causes the releaseof. its armature. In the drawings I have indicated a train K, which is positioned on both the track units B and B2. The preslIO ence of this train is eiective to denergize The motion of 1 theV slotted lever 16 to the left moves the rail- 4 subdivision d3 in its cam-slots 3 4 into the postant tendency to return the slotted lever A pressure is released in the cylas soon as the inder 12. At this time the subdivision Z4 altension.

readyoccu ies its extreme left-hand osition by virtue o its dener ization when t e train.

K entered the section 2, and since the train has not wholly left this .sectin the position A ofthe parts still continues.

The ma nets m3 m4 m5, etc., are all energized, and un ertheir influence the rail-subdivisions d5 d (Z7, which Vof course have been previously thrown to the extreme left-hand position, take certain new relations. abovel stated, the sections d3- and d* are fully thrown to their left-hand positi'ons of extreme lateral throw by the denergization of the magnets m and m2. The magnet m3 is, however, energized, so that pressure is released into a port 18 from' the` cylinder. 12, and the lever .15 of the subdivi-` sion d5 is free to swing to the right under the iniiuence of its spring or pressure means 17. Such right-hand movement is, however, limited by the intervening rail-section e5, which has only a limited amount of telescoping ex- In like manner the section d is limited in itslreturn movement by the telescopingsection e and the'subdivision d? by tions are under a constantI vpressure of their ressure means 17 and move rearwardly as aras their vtelescoping extension will permit.

' The section cls, which 1s, for examlple, a thousand feet behind the train K, is fu y returned to its parallel relation with, the trackrails rflzlpresented by the dot-and-dash line k, and a tile preceding sections back toa following trainA lie in this same straight 'parallel line, each f the telescoping 'extensions e being y"virtue of-.the a ove it will be seen that very train causes -toUfollow behind it a zone slihtlylfcollapsed to ern'iitv this.

ot' influence. represeiited,byy the controlling-l rail D, whichis deflected from its normal position a. decreasingly great distance as `the.

interval behind the train increases'. As, the

train 'progresses additionalconlflllin' -rail subdivisions are thrown laterally, an each one holds ,the precedingbfagainst immediate retin,i y ,fa 4sort oflchaipfoig'wflink action, so, that `t rail-suhdivis' ns'ireti'irn gradually tov their normally paralle relation, but each units ownfpower means. I regard last feature as one of importance,

since it'avoids. the,- ino-vement of an excessive' "g-i'ail'b a ,single appli.-`

er which wou d entail certain vllfmtictal dii-licultie's.y Before reifertiiermetliii'id by. which this travelin .2bn iii valiabl'einuence is made to contro ,'tlfie'speed gfia following train I will refer to a in a manner substantia All of these secslight modification of the method by which it lis secured.

Referring to Fi 2 of the drawings, I have shown the track divided intounits B B?,

as before, each of whichhas a magnetic-controlledair-cylinder 12. Instead ofemploying a controlling-rail to secure the traveling zone of variable influence I use swinging guiding-cams Q Q2 Q3, Sac., which swing with the movement of their supporting-levers 15 movement of the levers 15, above referred to. 17 designates spring or other pressure means by which the levers 15 are returned to their normal position. Iii this form of the y similar to the invention I make use of slotted linksv 19,

which connect each of the levers 15 with the preceding one, as clearly indicated in the iigureg, Under these circumstances it will be' clearv that when a train lies in the position 'corresponding to K in Fig. 1 magnets m.

and 'm2 will lbe denergized and the controlling-cams Q2 and Q3 will be shifted to their extreme positiono lateral movement. TheA cams Q4, Q5, and Q will, be under a tension to move to their normal position under the, iniluence of their pressure means 17,l but will be restrained in this movement by the links 19, which, however, allow each one to move a little more nearly to its normal osition than the preceding. Accordingly t ecam Q1 a considerable distance behind the train K will be fullyrestored, to its normal position, and all the preceding controllin -cams will be likewiselocated up to' a olowing train. Accordingly with this form of the device a series of controlling-cams isf-left behind each advancing train, whose degree' of lateral movement decreases improportionto the increasing interval. behin the train. in this wa is ormed the traveling zone of variable in uence corres ending to that referred to for the system o Fig. 1. vl will now refer to a form of controlled apparatus upon each train which serves to govern the s eed thereof,

Referring particularly to igs. 5 and 6, 20

indicates a vertical -shaft supported by a.

train, and preferably b only t e forward car thereof, 'or a reason which will later appear. Upon this shaft is mounted a crank-arm 21, carryingy a' fork or projectionl 22. or pro'ectio'n 22 is adapted to embrace 'the contro ling-rail D or to enter thecam-guides Q, which may be located on a different part ofthe same railwa if desired. With the controlling-cams however, it would be more vractical to use astud or roller l,atthe IDO r is The fork izo end o -the arm 21. Whicheveri'novement-is used the arm 21, withits shaft' 20, is swung angularly by the controlli'n -rail D or the laterall -moving cams Q, an the amount of Vangu ar. throw depcndanpon the positions of said rail or cams. 23 indicates a'segmentgear upon the swinging shaft 20, meshing with vthe pinion 2li upon a sleeve 2.5. 26 inl dicates an Ordinar centrifugal speed-governor which is geare( to the aXIe of the train,so that a part or collar 27 has a position which varies as the speed of the train varies. I connect Ithis part or collar 27 with a shaft 28 by means of a segment-gear 29 and a pinion 30. These particular features are of course merely a single form of practical embodiment of the invention. It is merely essential to provide one part which is moved bv the traveling zone o variable influence of a preceding train and another -part which accords its motion to the absolute speed of the train on which it is mounted and to arrange an automatic control which will reduce or1 increase such train speed according to the relative position of such parts. In order to make the invention complete, I have indicated a simple form of accomplishing this, although in practice a more elaborate apparatus would probably be used. It is to be understood that these detail features are merely to render the specification complete in showing an operative system throughout, but that what I regard as my real invention consists in the trav cling zone of variable infiuence' and in the means, broadly stated, byrwhich it is effective to control a following train.

Referrin to Fig. 6, 31 indicates a disk upon the seeve 25, and 32 is a hand or-contact blade which moves with the spindle 28. The disk 31 takes its angular osition in accordance with the position of t e train in the 'traveling zone of variable iniuence of a preceding train, while the contact-blade 32 takes its posit-ion from the speed-governor 26, and

therefore accords with the absolute speed of the train. Accordingly a pointer 31' upon the disk 3i indicates upon a stationary dial 33 just what part of the traveling zone of van riable influence of a preceding train that the train under consideration occupies, while the pointer 32 indicates on the stationary dial 33 the actual speed that the train under consideration has at that time. These indications would be exceedingly valuable to the engie neer who could manipulate his controller to accord the two speeds; but I prefer to make the control automatic, and for this purpose I locate three electrical contact-plates 34, 35, and 36 u on the disk 31, with which the contact-bla e 32 makes contact under certain conditions.

In the position indicated in Fig. 6 of the drawings the disk happens to be set hy the traveling zone of varia e influence of a preceding tram to a value of ten miles per hour. It also happens that the contactblade'32 islocated at ten-rnilesperhour value, which means that the sp'eed of the train should be ten miles per hour 'and is ten miles per hour, so that everything is all richt. Under these circumstances the contact-blade 32 makes'no electrical connection whatever.

By the resistance of friction the speed of the I -gtrain is likely to presently fall below ten l At this time t e automatic controlled parts 13o miles per hour, at which time the co actblade 32 makes electrical contact with he plate 34 andl operates the controller to turn on more power. the blade 32 swings back again, and should it happen that too much speed were attained av contact would be made at 35, which would in any convenient way, which need not be described, apply the service-brake. Should it happen that the train passed rather suddenly into the traveling zone of variable infiuence of a preceding train or on-account of slippery rails or a downgrade or other reason the speed of the following train failed to be sufficiently reduced by service application of the brakes, then it might happen that the blade 32 would be located over the plate36, which would serve to apply the emergency-brakes and sto the car under any circumstances. When tie train is running along normally fiuence of a preceding train, the lade 32 lies constantly on the power-plate 34, which per mits the train to attain its highest speed; but of course an independent controller may be always manipulated to cut down this speed for stopping at stations or for any other purpose at the pleasure of the engineer. I have designated this independent controller as a simple switch in Fig. 7, and it is evident that when the train is proceeding normally this switch will be closed, so that the operating or pilot circuit will be wholly under the. control of the automaticdevices. In this condition theoperating-circuit is adapted to be closed by the blade 32 passing onto the contactp ate 34', which serves to a ply power through the usual contactors. his 1s the normal condition when the train is proceeding regularly along the track, it being evident that a constant application of power is necessary to overcome t e friction and other resistance. If the train passes into the zoneof influence of the preceding train, the operating-circuit is automatically `broken by the movement of the blade 32 away from the plate 34. If the train is approaching a station, the operatingcircuit is opened at the usual controller, (shown as a simple switch in Fig. 7,) so that the train is sto ped in this way. Thus the train is under t e control of the engineer, as well as ,the automatic mechanism.

lIn practice I make the track units about two hundred feet long and arrange the system so that the limits of the traveling zone of variable influence is about eight hundred or one thousand feet behind the train. A following train can run at any speed whatever until 1t arrives at this traveling zone of vari-V able influence. The trains at this time are, however, about eight `hundred or one thousand feet apart, which is suflicient for the stoppage of the rear train without collision at any ordinary ractical speed ofthe latter.

As the speed accelerates.

.85 and out of range of the travelin zone of in- ICO IIO

into the-traveling zone Y equip ed witha arrange thev device so l had would be substantially' as follows: tial trainl would Aand inasmuch as on the rear vtrain come into action and reduce lthe traveling zone ovariableintluence as' its speed is cutdown. In practice Iwouldv thatwhen thespeed een cut down by half the following train could move three-quarters of the way' vof variable influence without causing the train-controlling means to setlthe servicefbrakes On downgrades I make the track units slightly lon er, since it is dangerous to run trains on downgrades, and on upgrades the units mightv be made quite small, because the sto page of a trainican be readily accomplis ed'within a short distance under these circumstances. Supposing that a ralroadis system as above described and t e trains were allowed to be wholly controlledv by the automatic devices, the action An inibe started down the track, it could run into no traveling Zone of variable influence of a train ahead the. train would operateat its top speed'of [also travel "at it third and fourth,

' slows down thevtwo or thirtyfive for forty miles out the Whole distance. second train de,-

4spatched a thousand feet behind the first would not 'catch up with the rst, but would o on, all thetrains moving at their top speed. Now imagine any trai n-as, for example, train No. -1--stops ping or slowing down.- Train N o. 2 would at 'once come intothe traveln .zone of variable inuence of train N o. 1,an su posing train No. 1 was movin at half its fldrmer speed, train No. 2 would take on acorresponding sp'eed and would be 1 byan interval one-quarter as great as previously. Likewise train N o.v 3 would eventu-k ally come to 'half-speed at a distance onequarter its `previous interval from train No. 2; but by virtue of this diminishing interval in each case it will be seen that when a train three followin trains *A bunch upm'ore closely together'anc make room forl the trains still farther back. the time that one or two trains have so .hunched ,up together a considerable interjourney is the time it averaging-up y lwhich compensates itself for the stoppages of diHerent trains 'valof time has elapsed and train No. 1 has robabl resumed its full speed. vIt will be ound t at each train can work at 'as high a speed as it can attain, making necessary stops, the stoppag'es ofthe different j trains y asort of elastic movement at different times as actually occurs in practice. In other words, the highest limit of speed in making the entire would take a train to run vthe entire route making all vnecessary stops and attaining itsy utmost capacity ofspeed.l between stations. Such .a transit train at its particular se close y together ker hour through.

to) speed; likewise :the an s separated from train N o.

set forththis utmost transit speed corres onding to the utmost capacity of any sing e' train can be maintained no matter how closely the trains approach the minimum safe distance of separation which corresponds to the interval .require-d to stop any following speed. Expressed in still adifferent way, ther system secures the utmost ossible limit of train frecplency for a re uired3 speed in a railroad insta lation.

n practice trains are of different lengths,

some having only two Lor three cars, while others have as many as eight cars in a train.

The arrangement of ther, present invention works perfectly for all lengths of trams, since as many controlling-magnets will be denervgized as the train overla s units, so that the travelin zone of variab e influence extends rearwar ly from the last car. inasmuch as the automatic controller of cach train is located only on the forward car, it is the position of the front of the rear train with relationto the rear of the forward train that governs the system.

What I claim is` 1. In a railroad system, a plurality of trains each having a traveling rone of variable influence extending from the rear car thereof, and means governed by said zone ol' variable inuence for controlling the speed oi' sets such controlling means at ditl'ercnt'con ditions at the rear thereof so as to `control the speed of a following train.

4. In a railroad system, a track divided IOO into units, train-controlling means at each unit,'means whereby a preceding train displaces such train-controlling meansat its rear, and controlled parts on a following train for automatically governing its speed.

5. Ina railroad system,l a track divided into units, train-controllin devices at eachA unit arranged to be variabIv displaced b a passing train, and controlled7 means on a olowing train for automatically overningits speed arranged to be. engaged y said ,conf trollingmeans.

6. In a railroad system, a plurality ol train-controlling devices arranged at intervals along the track, means on each train for displacing such 4devices variable distancesdlminishmg 1n proportion to'th'eir distance from the rear of the train, and means on a l subdivisions laterally to a varying distance following train for governing its speed eontrolled by said devices.

7. In a railroad system, a plurality of trains each having ,means thereon for producing a traveling '/.one of variable influence in the rear of the train, said inllucnce being less in proportion to its distance. from the rear of the train, and means whereby the speed of a succeeding train is automatically governed according to its amount of penetration into such zone.

8. ln a railroad system, a track divided into units, a mechanical device at cach unit arranged to have a lateral movement, means on each train for governing its speed in proportion to such lateral movement, and means on each preceding'train forisetting such dcvices to varying degrees of lateral movement.

9. In a railroadV system, a track divided into units, a mechanical device at each unit arranged to have a lateral movement, means on each train for governing its speed in proportion to such lateral movement, and means on each preceding train for setting such devices to varying degrees of lateral movement an amount inversely proportional -to their distance from the train.

10. ln a railroad system, a track divided into units, a device at each unit arranged to be. displaced by the movement of a train a distance inversely proportional to the distance ol the rear of the train, and means located at the l'ront end of the following train and acted on by such devices for governing its speed.

11. ln a railroad system, a track-divided into units, means set in operation by a train for creating a traveling zone of variable iniiuencebehind such train, and means on a following train for governing its s eed in proportion to its entrance into suc zone of iniluence.

12. In a rjailroad,-.syste1ii, a track divided..

into units, connections from each unit for displacing a mechanical device arranged to govern the speed of a following train, and means whereby such device' displaces following devices to a successively less distance than its own displacement. l

13. Ina railroad system, means for governing the speed of a train in proportion to its distance rom a receding train.

14. In a railroa system, a trainY having means thereon by which its speed is auto- -csnatically controlled to accord with the position of a controlling device actuated by a preceding train.

.15. In. a railroad system, devices alongl the track displaced at varying distances from a normal position, and-means upon a train f or governing its speed. controlled by the position of 'such devices. 16. in a railroadI system, a rail divided into subdivisions, means for-displacing such proportioned to the distance from a preceding trani, and means upon a following train for governing its speed controlled by the position ol such subdivisions.

17. ln a .railroad system, a track divided into units, a rail divided into subdivisions corresponding to said units and laterally displaceable by a train, -and an arm on each train guided by said rail arranged to govern its speed.

1S. ln a railroad system, a plurality of disvplaceable devices arranged along the roadway, an arm on each train arranged to be displaced by such devices, a part on cach train mounted to be moved in proportion to thel speed of the train, and means whereby such speed is made to automatically accord with the movement of said arm.

19. In a railroad system, a plurality of devices disposed at intervals a ong the track and arranged to be moved laterally by the passage of a train, an arm upon a succeeding train mounted to be displaced by such devices, and means whereby the speed of such following train is automatically made to accord with the movement of said arm.

20. In a railroad system, a )lurality of devices which arc displaced by tlie passage of a train diminishing distances in proportion to their distancev from the train, and means whereby the spoed of a following train is automatically reduced by such devices provided it exceeds a predetermined amount corresponding to its interval from the preceding train.

21. ln a railroad system, a rail having laterally displaceable subdivisions extending the entire length of the track, telescoping extensions for each subdivision, means actuated by a passing train for displacing a subdivision laterally,.and means whereby such displacement prevents thc complete return movement of the following subdivision.

22. In a railroad systeni,' a rail divided into subdivisions which are laterally displaceable, means on each train for displacing a subdivision to its extreme limit of movecient, and means whereby sucli movement is etiective to prevent the complete return of the preceding subdivisions, whereby a traveling zone of variable 'and decreasing influence is created in the rear of each train for thc purpose of governing the speed of a following train.

23. In a railroad system, a rail divided into subdivisions each of which is longitudinally and slightly .laterally movable, telescoping extensions on eacli subdivision whereby the preceding subdivision is permitted a slightly less degree of movement, and Huid-pressure means controlled by the" assaffe of a train for successivly throwing t ie subdivisions to their limit of movement. 24. In a railroad system, a rail having a IOO IOS

lIO

plurality of 4 subdivisions each of which is In Witness whereof I subscribe my sigllgy- .guided to move `forwardly land slightly lattulje in the presence of two Witnessesl gch subdwison permits the partial but not Witneslses:

erally, means for moving wsubdvisi'on by the passage of a train, and means whereby HANNIBAL C' FQRD complete return of the preoeding subdivisions ,ALFRED PROCTOR,

to theirnormalpostion. v ,WALDO M. CHM-11N. 

